Hoisting system.



E. Y. noone.

HOISfTING SYSTEM.

(Application led vOet. 29, 1900.\ A. (No Model.) 3 shamsheet L" v v @mw' THE Norms PETERS cu. moro-uma, wAsmNaroN. n c.

Patented Mar. 25, |902. E. Y. MOORE.

HOISTING SYSTEM.

Application med oct. s, 1900.)

`3 sheets-sheet 3.

(No Model.)

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UNITED STATES PATENT OEEICE.`v

EDWARD Y. MOORE, OF CLEVELAND, OHIO, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO CHICAGO PN EUMATIC TOOL COMPANY, A CORPORATION OF NEW JERSEY.

HOISTING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 696,181, dated March 25, 1902.

Application filed October 29. 1900. Serial No. 34,783. (No model.)

To all whom, it may concern:

Be it known that I, EDWARD Y. MOORE, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented a certain new and useful Improvement in Hoisting Systems, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

My invention relates particularly to hoisting mechanism operated by pneumatic motors. In such system it is wasteful of air when lowering the load to drive the motor by the air under the same working pressure as when elevating it, because if the motor is properly released the weight of the load as sisted by a slight air-pressure will cause the lowering.

The object of this invention is to provide very simple and efficient means for accomplishing this.

I have heretofore devised a vent-valve for releasing the motors. This, though requiring extra parts, operates well for heavy loads 3 but light loads will not start down quickly enough, owing to the internal friction of the raising mechanism. I haveY discovered that the desired result may be attained bysimply admitting a very much reduced quantity of compressed air to the cylinders when lower- -ing and at the same time releasing their opposite ends by fully opening the exhaust from them, and my invention includes a mechanism so arranged Vand more particularly a combination wherein the main valve alone governs such operation.

In the drawings,..Figure 1 is a perspective View of a complete hoisting system illustrating and embodying my invention. Fig. 2 is a side elevation thereof, partly in central section. Figs. 3, A1, and 5 are side elevations of the pneumatic motor employed in such embodiment, Fig. 3 being a face view, Fig. 4 an inside view with theV cover removed, and Fig. 5 a vertical section through the cover-plate parallel with its outer face and looking toward such face. The remaining views illustrate the valve. Fig. 6 is a vertical central section of one form thereof through the coverplate, Fig. 7 is a vertical central section parallel with the cover-plate, and Fig. S is a horizontal section on the line 8 8 of Fig. 7. Figs. 9 and 10 are perspective views of the bushing for the valve and the valve itself, respectively. Figs. 11, 12,V and 13 are views correent invention, being shown, described, and

claimed in my application, Serial No. 60,322, filed May 15, 1901.

The hoist shown in the drawings comprehends a bifurcated frame E E', adapted to be supported by a hook or eye, a drum Hbetween the sides of the frame on a sleeve D, journaled therein, a shaft C within such sleeve, and a pneumatic motor within a casing B on one side of the hoist for driving the shaft, and

suitable reduction-gearing I within 'a box F on the other side of the hoist vconnecting the shaft with the sleeve. A tackle-block, as J, is shown as elevated by a cable running from the drum.

The particular form of the pneumatic motor preferably employed and which is shown herein is not in itself a portion of the present invention, beingshown, described, and claimed in my prior patent,-No. 669,587, issued March 12, 1901. The motor consists, as shown, of a pair of oscillating cylinders A, contained within a casing consisting of the box B with the cover-plate B', the pistons a of the cylinders taking onto a single crankpin c2 on the crank c, which is rigidly secured to the main shaft C. The cylinders have portopenings a', which cooperate with suitable openings in the cover-plate to form individual valves. These openings in the cover-plate are designated b. They are connected in two groups by the passage-ways b' b2, into which lead the ports b3 and b4 from the valve-box 57 or bs. Intermediate of these ports is the eX- haust-port b5, shown as discharging through the opening b into a suitable muflier L.

My method of causing the diminished air- IOC supply when lowering is by contracting the proper passage, preferably by means of the reversing-valve itself. Figs. 6 to 13 illustrate this, wherein two styles of valve are shown within suitable valve-boxes o7 or if. This valve, as heretofore stated, governs the niotors to raise the load and at the same time is adapted to cause their release and let the load run down without wasting air. This I accomplish by providing the Valve with ports such that when the valve is shifted to the position to elevate the load the full supply of air is admitted through the admission-opening and the other passage may be fully open to the exhaust, while when the valve is shifted in the other direction the passage which was connected with the admission becomes in full and open communication with the exhaust; and the other passage has a reduced communication With the air under pressure, the opening being small enough so that the air admitted expands to more or less nearly atmospheric pressure in the passages-that is, to give just pressure enough to start the load and drive it down, assisted by the weight of the load. This obviates, on the one hand, the waste of air resulting from running the engine the same in one direction as in the other and, on the other hand, an additional Vent-valve (with its attendant disadvantages) to release the air inside the engines, allowing the load to run down. For convenience in description I call the passage to the cylinder, which conveys operating iuid under pressure for raising the load, the raisingpassage, though of course this passage becomes the exhaust-passage when the load is being lowered. Similarly the passage which conveys the [luid to drive the load downward I call the loweringpassage, though it acts as the exhaust-passage when the load is being elevated. This feature of a reduced admission-opening with full exhaust is adaptable to Various forms of valves. In Figs. 6 to 10 it is shown applied to the balanced piston-valve, which is the invention of Thomas Barrow, and shown, described, and claimed in his Patent No. 673,573, issued May 7, 1901. In Figs. 11 to 13 it isshown applied to a D-valve. Each of these valves is shown with a centering mechanism which is also the invention of Thomas Barrow and shown, described, and claimed in his said patent.

The ports in the valve-seat, which are the entrances to the passages, I will call seatports, and I will use the term valve-port as applying to the cooperating openings presented by the valve to the seat-port, whether these openings be by holes through the wall of the valve, as in the case of the tubular valve shown in Figs. G to 10, or be the space beyond the end of the valve, as is the case at one end of the D-valve shown in Figs. 6 to 13.

Referring now, first, to Figs. 6 to 10, the seat-ports b3 b 1f terminate in 'a cylindrical recess within the Valve-box D7, and within this recess is placed a bushing M, having openings corresponding to these ports, and within the bushing isa tubular valve N. This Valve is plugged at its upper end by a screw-plug fa, and screwing into it at the lower end is a flexible hose n. On the outer side of the valve is a recess n2 of sufiicient size to couple the exhaust-port b5 with either of the ports b3 or b4, which latter are of substantially the same size. Extending through the valve is the admission-opening or valve-port n3,adapt ed to cooperate with the port b4 and of substantiallyits size. Coperatingwiththefullsized port b3, however, is a valve-port n4 of very-much reduced size, which operates, as stated, to allow air enough to the loweringpassage to the engines so that they will easily drive down, the port b4 being simultaneously coupled in full with the exhaust from the raising-passage. This valve N is balanced by having the air on its inner side and is a very satisfactory arrangement. It is shown as operated by the gear-segment P, which has teeth meshing with the teeth rargent in the valve, and is oscillated by the lever Q, rigid with the segment. The valve is given a normal tendency to come to its center by the plunger R, suitably guided and having a T- head bearing against toes projecting from the segmental gearon opposite sides of its pivot, the plunger being pressed iu that direction by a spring S.

Figs. 11, 12, and 13 show myimproved valve embodiedin a D-valve construction. There the valve-box bs is preferably made separable from the plate I5 and is bolted to it. Within this box is suitably guided the D-valve N', which is shown as pressedtoward its seat by a spring fn". The valve has the full-sized exhaust-recess n and is adapted to close the two ports b3 and b, as shown in Fig. 11. Extending froln one end of the valve is the lap a7, adapted to cover' over the port b3 of the lowering-passage,except as to the small valveport ns through this lap. Thus the effect of this valve on the scat-ports is the same as that of the piston-valve described. When in one position, the port b3 from the lowering-passage is coupled in full with the exhaust and the port b4 from the raising-passage in full With the compressed air in the box by reason of the valve having its port unconstricted at this end, while in the ctherposition the port b4 is coupled in full with the exhaust and the port b3 receives a very much reduced quantity of compressed air through the small opening u8. This valve N is shown as operated bya pivoted arm P', which takes into a recess in the valve and is rigid with an operating-lever Q, both being secured to the same shaft p. The valve is centered by the plunger R, the head of which bears against toes on the arm P', being pressed toward the same by the spring S, which is contained within a recess, which in this case is an extension of the valve-box bg. The centering devices maintain the valve normally closed, while the pull on the operati iig-lever in one direction causes IOO IIO

" ders and the exhaust from the other'being simultaneously open. A pull-on the lever in the other direction opens the exhaust in full to allowv the loadto pass down' and supplies.l to the other side of the cylinders just'enough air for' this purpose. Thus a very simple and economical operation is obtained.

I claiml. The combination of hoisting-mechanism, a pneumatic engine adapted to drive the same in either direction, and mechanism for admitting to the engine compressed air in relatively large quantities for raising the load and in relatively small quantities for lowering, and concurrently with each of said admission operations opening the exhaust to a t, tity'for loweringand 'concurrently with each of said admission operations to open 'the exrelatively large amount. v

2. The combination of hoisting mechanism, a pneumatic engine `for'driving the same in either direction including a reversing-valve mechanism for controlling said engine, and a' raisin g-passage and a lowering-passage leading from said valve mechanism to the cylinder of the engine, and means for constrict-zing the lowering-passage without constrict-l ing the raising-passage.

3. The combination of hoisting mechanism, a pneumatic engine for driving the same in either direction, and mechanism for governingthe passages of said engine adapted to present two diierent sizes of inletsaccord-l ing Vto Ythe direction of rotation of the engine,

and one size of outlet for both directions, the

outlet corresponding in size with the larger' inlet.

4.KV The combination of hoisting mechanism,M

a pneumatic engine'for driving the same in either direction, a valveY mechanism consist-v ing of a body and coperating'seat, there being raising andlowering passages from the seat to the engine-cylinder, and an. outlet-A the valve body carrying an exhaust -portfy adapted to couple either the raising orlower- Y ing seat-port with the seat exhaust-port. c

5. The combination of hoisting mechanism; and a pneumatic engine adapted to drive the same in either direction, said engine including a reversing-valve for governing the direction of operation thereof,'which reversingvalve with its seat have -two admission-portsi n v of unequal size and an exhaust-port common' to both of said seat-ports, whereby said'valve` is adapted to allow the admission of com#v pressed air in relatively large quantity for raising the'load and in relatively small quanhaust to a Yrelatively large quantity of` air.

6." Thecombination of hoisting mechanism,l

a pneumatic engine for' driving the samein' either'direction, including areversing-valve thereof admission-'ports'a'nd the seat for said gine-cylinder and a common exhaust-'port between them, the admission-ports presented bythe valve and seat being of unequal size and the exhaust-port corresponding in size with thelarger admission-port, whereby said valve is adaptedin one extreme operative position to fully open' to the compressed air the admission-port for raising the load and'concurrently couple the other port with the eX- haust in full, and in the other extreme operative position to choke the admission-port for lowering the lload while coupling the other portwith the exhaust inful 7. The combination of hoisting mechanism and a pneumatic engine for driving the same, said enginein'cluding a valve-seat and a reversing-valve occupying thesame, there being a pair of full-sized admission-ports in the valve-seat one for raising and one for lowering, and a full-sized exhaust-port in said seat, and admission and exhaust passages leading therefrom, said valve having a recess adapted vto vconnect either admission-port openly with the exhaust-port'and being provided'with, af wall partly covering the lowering admissionport when the raising admission-port is fully coupled with the exhaust, substantially asdescribed.V n

8. The combination of hoisting mechanism, a pneumatic engine adapted to drive the same including anautomaticvalvev operated by the engine and inl turn governingitto cause continuous consecutive operationsthereof, a re- 5 -versingvalve,there being a pair of admissionpassages between said valves, and an exhaustpassage leading from the reversing-valve,said` reversing-valv'ebeing adapted ino'ne extreme operative position t0 ,fully uncover' one admission-opening to the operating fluid and simultaneously fully connect the other with the exhaust, but having a wall which inthe other extreme voperative position materiallycovers one adinissionopening "though allowinga slight access thereto while coupling theother opening fully withtheexhaust, and means'for shifting said reversing-valve in each di'rec..

tion i'roman olf 'position intermediate of the two positions mentioned. i

V9. The combination of hoisting mechanism a casing carried thereby,` an operating-shaft, exten'dingffrom within the'casingand connected to drive said hoisting mechanism,pneuy matic engines within the casing operatingitoY drive said shaft andi having automatic indi-- vidual valves for allowing vcontinuous .operation, a valve-seat, there being valve-.passages throughv saidfcasing leadingromsaidvalveseat to saidg automatic valves, 'said passages terminating attheseat inrfull-sizd.portsan exhaust-,passage also having a full-sizedport atsaid seat," and a reversing-valve coperating with said seat and having a recess-adapted Vi'n either "extreme operative position to valve has a pair of ports leading to -the en- 1 IOO IIO

couple an admission-passage openly with the In testimony whereof I hereunto ax my exhaust, said Valve having a Wall partly covsignature in the presence of two Witnesses.

erinO' the lowerino admission-port when the T A raising-port is fuclly connected with the ex- EDWARD L MOORE' hanst, the raising admission-port being adapt- Wi messes:

ed to be fully open when the lowering-port is ALBERT H. BATES,

fully connected with the exhaust. l H. M. WISE. 

